Burner carburetor combination



April 14, 1925.

BURNER CARBURETOR COMBINATION Qxiginal Filed Nov. 6, 1919,

I; LHIIIIIIIIIJ mvmoa As he: 21,)

it -3'91), 3E GfiliDEN CITY, FEW YGRK, ASSZGNOR T GOOD IhWF-NTIGNS (30., 01? I CORPORATION OF NEXV YORK.

ETTIELLFFEP. CARBURETOR COMBINATION.

- riginet application flied November 8, 3919. Serial No. 336,027.

Patent No. 1,377,989, dated ma it), 1921.

moses and this application filed April 30, 1921. Serial No. 485,784.

To aZZ whom it may concern:

Be it known that l, JOHN Goon, United States citizen, resident of Garden City, Long lslunrjh-New York, have invented the following described Improvements in. Burner Carburetor Combinations.

The invention relates to means for supply ing heat to the intake or internal combustion engines and more particularly and in its preferred means of adapting suction-operated liquid fuel burners to this purpose and consists 1n the mode of connection of the burner tothe intake passage so that it will be subject. to an operating suction effect- Which might not otherwise be available to cause or maintain its Operation, thereby enlarging the field of usefulness of this method of heating. This application a division or my co-pending anplication, Patent No. 1,377,989, dated May In the accompanying drawings Figure l repr sents a-couventioinil form of automotive engine having the invention applied, and Figure rm axial, larger scale section of the burner and carburetor illustrating the mode of connection.

The carburetor 1 is connected to the engine intake h adcr 9 through the iniervmition of an interposed intake structure or fitting which forms part of the intake passage and constitutes the connection to the burner according to the preferred, form of this invention. The entirev passage through which air or combustible mixture passes to the engine is regarded as the intake passage." The carburetor comprises e primary main air entrance 3 and an associated i'uel spray nozzle 4; receiving fuel from an ordinary float chamber :5 under the control of a regulating valve 6 and also has an auxiliary air entrance 7, adjustable as usual, all of these parts cooperating to produce an engine open sting iniziture of substantially constant proportions as will be understood and being capable of various modifications according to the Well known principles of engine carburs.tion.- The carburetor l is provided with a. throttle S and bolted to the lower-section 9 of the connection structure above referred to, which is a two part Venturi tube, the upoer recovery part 10 of which is dircetly bolted to the intake hesder 2.. "iihe o of the Vent-n25. tube ere boid. troform it relates to the "pos nor'to the use of 5}.-

thickness of the crevice 12' is subject to variation by niai'iipulating the screw Oil lie; which casing although there is no limitation to the use of screw threaded joints :tor t-his purtwo-part Venturi The burner condistributing shell 1.3 extended around the crevice 12 and provided with rings of holes through which air is adapted to flow to the interior space from the main burner air entrance 14:, the latter being provided with a spring seated air Valve similar to the air valve 7 and preferably also provided with spring tension.

as will presently appear. turns on interior air The interioushell 13 emhraccs the. nozzle orifice 15 of a fuel line 16 connected to the carburetor float chamber 5, such oriiicc being in aton'iizing relation to one or more air cluu'inels l7 leading direct from atmosphere. The nozzle is provided with fins to keep it cool on long periods of operation. A spark plug or *quivalent ciaotric ignitcr is mounted in the burner casin with its spa spray produced by the air jct 11' just before such spray mixes with the air iniiowing through the holes of the air distributor shell 13. The gent-ml construction and design of the burner above described are shown in my' prior application above rcterred to and in my issued patents and need not be further described inasmuch as other burner designs may be equally suitable as the suction-10perated source of heat. The spark plug- Will be observed to be connected in the present case to the ignition system 01 the engine which is diagrammaticall indicated in Figure 1 as comprising the head 18, and an ignition switch 19 connected to the storage battery which serves also to operate the starting motor 20, but any other means of ooerating the igniter may be equally suite. 1e.

rh gap located in the path of the usual distributorsccure the sections to the means for adjusting the' its own operation or by the starting motorv When the engine is in rotation either by occurrence of the ignition in a part of the v is set close, so that and the carburetor mixing space where the mixture is relatively rich in fuel, i. e. in the fuel spray, no explosion results even though the proportions offuel and air are those of an explosive mixture or those which givesubstantially complete combustion with no great excess of either fuel or air in the products. The proportion-controlling members of the burner al'e set to deliver such proportions and to maintain them without substantial change notwithstanding variation in the transmitted suction effect and hence in the rate of combustion in the burner. The flame and combustion products resulting from the i ition are drawn toward and against the \g nturi tube and into the crevice 12 where they serve to heat not only the throat portion of the Venturi tube but also, by their direct contact and commingling with the medium flowing in the intake passage, they serve to heat the latter. opened the intake passage, and it the flowing medium be the normal carburetor mixture, as in the case in hand, will vaporize itwithout inflaming it. Ordinarily, however, the crevice the flame it long enough to reach it, is extinguished or pinched o by through it and so that thus no v taming gas enters the intake. In such case the result of pinching off the flame is to admit a hot, partially-burned gaseous medium to the engine which is of itself explosive and may beneficially be added to the carburetor mixture. If the burner proportions be set to ive clean and complete combustion the addition of such gaseous medium to the carburetor mixture will not affect the proportions of fuel and air entering the engine. It prefe re however, to design the com bustion space so that the tip of the normal flame will not extend beyond the tube or quite reach it and so that merely the hot products of the complete combustion enter the intake passage. 7

It will be apparent that the engine throttle, 8. may, if it is desired to set the burner in operation, and this will obviously transmit the full sue? tion effect produced by the engine to the burner, but it is generally desired that the burner and carburetor shall begin operation coincidently so that the hot burner products mixture may mingle at once and flow together to the engine, and on this account it is necessary that the throttle If the crevice be widely the flame itself may penetrate into desired, be completely closed when I.

be partly, 0 en when the engine is being cranked an( the crevice 12 is made large enough, in diameter and thickness, to transmit an operating suction to the burner under these conditions and sous to produce a medium on which the engine starts at once even in extremely cold weather. The burner thus started continues in action for as long as an operative degree of suction is present in the intake to be transmitted to it. The degree of suction thus available for burner operation obviously depends on the restriction to flow that happens to be interposed between the location of the burners outlet connection and the entrance to the intake passage and in some types of engines and carburetors the suction effect is not always sufficient to keep the burner in operation when its heat is needed. When the burner outlet is located between the throttle and the engine as in the case in hand, it will be apparent that the suction effect is maximum when the engine is idling and that minishes as the throttle is opened, and hence that the burner may cease action before full load conditions are reached or before it is desired to have it cease: The location'ot' the burner outlet at the throat of a Ve'nturi tube which forms part of the intake passage, insures the transmission of a strongei: suction effect to the burner than would otherwise be the case and produces such result without imposing any measurable obstruc-= tion to the intake flow and thereby has the effect of keeping the burner in action for a longer period or when the throttleis openfl:' ing, or otherwise, as may be desired accord- The flow velocity ing to the circumstances. through the Ventum tube of itself maintains a relative depression at its throat with.-.

out reference to restrictions imposed by the carburetor air entrance or the throttle,'and supplemental. to the depression produced thereby, and by the use of such a Venturi section at any point in the intake assage, the suction effect can be suited to t e characteristics of the burner to maintain such heating effect as may be required, itlbeing obvious that the shape of the burner outlet whether a crevice or other form of hole, and whether adjustable or not, is in any case adapted, in size. to the suction available. When the Venturi tube is interposed between the engine and the carburetor its action is beneficial in that it produces afhigh degree through it, which results not only in'thorough 'mixture of the air and fuel components of the carburetor mixture'but also a prompt n'iixturc of that mixture with the burner products and this double mixing effect, in conjunction with the contact vaporization occurring on the hot tube wall produces a very eilicient and satisfactory engineopcrating' medium out of low grade fu s.

of turbulence in the medium flowing it dilot Awe

3%113 it will be 3222: t

the imerior of mixture is para-ferric} @ngme not only 1 I 1 bureior thznugi: q. i umizube, but r; by the Lucius/tie? innbusion engine int-wn mm; Vent-um such mizztmge 01. hot fluid medium, be-iwmn the parts medium may aeslred 00. mm. rznbrinsrd flied burner haw fuel Vzqgsrimtieza niacin-cad i eficlentiy and r pldiy sawing @iams combustion. engim a E1 en H engme and the combimz i1 05 intake i a, czz'burelsm' a2? a. Ventmn A J? burner connect b9 ihe MTI'CIIni p01 "ng a; Yank-Uri tube and son.

- charge mixsai tube :uzd zzcmpzed to 5x n engines, c0mprsduct-s fsr admixtuie wit p J 23315; a: 129,501 0i Qarburexm, a, fuel, r5. tuba wnusti: mixture therefrom ""hv c0n1bnatio11 of an angina inmlze Ll engine and m wns for admitting a a carburetor, s, Venfiuri mated meziium 53% said. mixhn'e in the throat pas-10m 0:? 2111-3 Venturi. tube m3 oi said passage b'sefiween 9 0r spray nozzle and the engms 'JFU. Operated burner mm for :Jsriecting the charge mixemc'v cambustmn engmes 00mm nzzkmn ok a carburetor, a

'os lfi regivn 0f an engine intakinkfiuding a carburea'mr "*5. having iorzmn angina means for admitgiug a 1 um r M the thmat per-10m of mzxture with the carihLOttlB a Ventusri tube Jud pr sage betya'aen tha engine and 0, burner connected to said Very mixture fimvingfihereinn tube so as to be subgectto the pressure 3.9. in an wmbusimn engme, the

smbination of .buretur and a Vent-uri .aba included m me mfiake passage, means or lmpm'tzng heat the wah. atf 521d passand. in lqding; u CEiK'buf sa e 11151 an enman se in the throat portion emted u-ner having ltS sun. of said Venfmm tube for mimmmg a 110i; to said tube 11.110. 21 0011111102 Cons mac? ZFIiG nilmfium With the ombufuel receptacle for said carburetor and ,p

estizzwny whereof, i have mgnm this burner.

The combination of an engine int-aka qsmficatzam. passage mcludm a carburetor and Ventum fiube and a ufner havmg lts combus- QBQKQI GOUD.

, tube between the throttle 

